Thermostatically-controlled carbureter.



L. S. GARDNER. 'rHEHMosTATlcALLY CONTROLLED CARBURETER.

v APPUCATION FILED `MINE 24,1916.

1,285,1- 15. Patented Nov. 19,1918.

y Illu l unummml {776,55} /5 j? fell-fof, Y,//62 pfff A? Z (H4517 7@ y" fm 4%/ y MMM A ing drawings, whic UNITED STATES PATENT GFFICE.

` LEVI S.GABCDNEB, OF DETROIT, MICHIGAN.

THEBMOSTATICALLY-CONTBOLLED CABBRETEB.

Medication of Letters Patent.

Patented Nov. 1 9', 191s.

Application and .tune 24, 191s. serial No. 105,560.

provement in Thermostatically- Controlled Carbureters, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it rtains to make and use the same, reference einglhad to the accompanyform a part of this specification'.

One of thedifiiculties encountered in carbureter practice is the starting of the engine when cold and thereafter compensating for Athe rise 'in temperature in the engine. The

object ofthe present invention is to produce a simple and novel means for automatically regulating the fuel su ply so as to permit an excess of fuel to be elivered when the engine is cold and the supply to be thereafter reducedtonormalas the parts become warm.

The various features of novelty whereby. m invention is characterized will hereinafter be ointed out with particularity in the claims; ut, for a full understanding of my invention and of its objects and advantages, reference may be had to the following de- 'tailed description'taken in connection with the accompanying drawing, wherein:

Figure l is a vertical section through a carbureter arranged in accordance with a preferred form of my invention; Fig. 2 is a section taken approximately on line 2 2 of Fig. 1; and

Fig. v 3 is a section similar to Fig. 2 with the bowl omitted, illustrating a modification. Referringto the drawing, l re resents a carbureter as a whole havmg` a uel reservoir, 2, adapted to deliver fuel into a passage, 3, from which it is drawn to supply the engine. All these parts may be of any usual -or suitable construction and I shall not,

therefore, describe them in further detail.

In accordance with my invention, I provide a plurality of inlet ports from the fuel reservoir to the passage 3, controlling at least one of them by means governed by the temperature of the fuel in the reservoir.' In the arrangement shown in Figs. 1 and 2, the passage 3 is formed ina post, 4, adapted to support the fuel reservoir. Screwed or otherwise fastened into the post is a plug, 5, having at its inner vnd a passage, 6, communi- :ating with the pasa-age 3. A small port, 7,

opens out from the passage 6 through the. side of the plug and forms a constantly open source of communication between the passage 6 and the interior of the reservoir. A second, larger port, 8, leads from the passage through the side of the plug at a point remote from the port 7. The port 8 is controlled by a thermostatically-controlled valve which, in the arrangement shown, is a simple thermostat leaf, 9, secured at one end tothe plug as indicated at 10 andv having its oppossite end lying Ain proximity to the inlet The parts are so proportioned that the normal fuel level in the reservoir is above the ports 7 and 8; the port 8 being open when the fuel in the reservoir is cold, the eX- tent of opening depending upon the degree of coldness of the fuell and the port being gradually closed as the temperature of the fuel rises so that at a predetermined temperature depending upon the engine to which the carbureter is applied, the port 8 will be closed completely.

For the purpose of utilizing my invention it is necessary that the carbureter be so placed v or so constructed; that it will be heated when the engine becomes warm or that the air which is drawn into the carbureter or the fuel, or both, be heated by the exhaust ases of the engine or otherwise so that their temperature will depend upon whether the engine is cold or warm. With such an arrangement containing my thermostatic device, when the engine is cold an excess quantity of fuel will be delivered because both of the inlet ports 7 and 8 are open; thus compensating for the condensat1on that takes place between the carbureter and the engine. When the engine begins to run the temperature of the fuel in the carbureter'will rise and the thermostatic valve will graduallv close until it closes completely at a selected temperature. It will be seen that while the location of the thermostat in the liquid fuel produces a very good construction and one whichoperatesvvery successfully, it is evident that viewing my invention in its broadest as ects, this is not the onl construction Whic will permit the. therma element of a controlling valve to be governed by the heat energy generated at sEsT AVAILABLE cotpheric temperatures which may also be said to be one of the objects of my invention.

It will be seen that the thermostatic device can be applied at a mere nominal cost and is so located that it is protected against injury and will therefore last indefinitely.

In Fig. 3 I have illustrated a slightly different arrangement which is, in fact, the device illustrated in my prior application 15,738, dated March '20, 1915 and of which the present application is a continuation in part. In this construction the passage 3 is formed in a post, 11, which also contains the inlet passage, 6, with its constantly open in- A. let port, 7, and larger port, 8. The port 8 is controlled by a needle valve, 12, which is carried on one end of a bow-shaped thermostat, 13, whose other end is carried by a part,

14, `screwed into or otherwise adjust-ably mounted on the post so as to permit the initial adjustment of the valve to be regulated. IVhile I have illustrated and described only a single preferred form of my inven- 7 tion, with a slight modification, I do not desire to be limited to thestructural details so illustrated and described; but intend to cover all forms and arrangements which come within the terms employed in the definitions of my -invention constituting the appended i .30 claims.

I claim: 1. A carburcter having an air passage and a vfuel-receiving passage communicating with said air passage, a fuel reservoir, a ort leading from the reservoir into said elreceiving passage and having a cross sectional area suicient to supply the fuel required for normal running after the engine has become warmed, an additional port opening from said reservior into said passage, and a thermostatic valve controlling the latter port and constructed and arranged to close the same when the thermal element is subjected to a predetermined temperature higher than the temperature of the carbureter when the latter is not in use.

2. A carburcter having an air passage and a fuel-receiving passage communicating with said air passage,a fuel reservoir,a port leading from the reservoir into said fuel-receiving passage and having a cross sectional area sufficient to supply the fuel required vfor normal running after the engine has become warmed, an additional port opening from said reservoir into said passage, avalve controlling the latter port. and a thermostat arranged within the reservoir and connected to said valve so as to close the same When the fuel in the reservoir reaches a predetermined maximum temperature.

3. A carburcter having an air passage and a member provided with afuel-receiving passage, a fuel reservoir, a part extending from said member into said fuel reservoir, said part having a chamber in the same communicating at its ilmer end with said fuel-receiving passage and having at its.

outerv endtwo independent ports leading into the fuel chamber, and a thermostatlc valve controlling one of said'ports.

4. A carburcter having an air passage and 'a Y fuel-receiving passage communicating with said air passage, a fuel reservoir, a rt opening from said reservoir into said uelreceiving passage and adapted tosupply "th: fuel required after the engine has been run ning long enough to become warm, a. secon( and larger' port opening from said reservoi into said fuel-receiving passage, and a ther port.

LEVI S. GARDNEI 5. A carburcter having a member prf c 

